Internal combustion engine



Aug. 6, 1968 R. M. RILEY 3,395,690

INTERNAL COMBUSTION ENGINE Original Filed 001;. 20, 1965 4 3Sheets-Sheet 1 FRONT 111 3g OUTER SIDE OF v REAR INNER SIDE OUTER SIDEOFV INVENTOR ROBERT M. RILEY ATTORNEY INNER SIDE OF V 6, 1968 R. M.RILEY 3,395,690

INTERNAL COMBUSTION ENGINE Original Filed Oct. 20. 1965 3 Sheets-Sheet 2LIJ E9 Y DU! LIJLL] i-O 3- 0 M Q r\ EF i *0 f f I gg\ RI f a 3 L1. 5 g 03% g INVENTOR il ROBERT M. RILEY v 60. ATTORNEY Aug. 6, 1968 R. M. RILEYINTERNAL COMBUS T ION ENG INE Original Filed Oct. 20, 1965 3Sheets-Sheet 3 Z OUTER SIDE INVENTOR ROBERT MRILEY ATTORNEY UnitedStates Patent O ice 3,395,690 INTERNAL COMBUSTION ENGINE Robert M.Riley, Round Lake, 111., assignor to International Harvester Company, acorporation of Delaware Continuation of application Ser. No. 498,559,Oct. 20, 1965. This application May 5, 1967, Ser. No. 636,548 Claims.(Cl. 123191) ABSTRACT OF THE DISCLOSURE Method and cylinder-head passagestructure for dual induction of swirling intake fluid into an enginecylinder in two stages. Initially fluid in the passage is emitted fromdual, back-masked, flow directing ports which contribute in theproportions of about 50%-50% to the swirl producing component of theslow moving intake fluid. Then during main induction the fluid isemitted faster, and so that about 70% of the swirl component comes fromthat one of the dual ports which is at the extreme end of theirtangentially disposed, common, single inlet passage, and only about 30%from the other port, which is at an intermediate location.

This application is a continuation of my application 498,559 filed Oct.20, 1965, now abandoned.

The present invention related to an internal combustion engine, andparticularly to a cylinder head for a compression ignition, fuelinjection type engine I seek, with certain simplifications of structureand an improvement in performance, the results detailed in U.S. PatentNo. 2,001,358, the entire disclosure of which is incorporated herein byreference.

An object of my invention is to provide a cylinder head by whichinduction air is introduced through two inlet valve ports into an enginecylinder, by an improved manner of inwardly directed swirling of theair. The swirl rate which is created is sufficiently high that air swirlis residual throughout the suction and compression strokes of the pistonin the engine, and a biaxial rotation of the air occurring throughoutthe period of fuel injection causes practically all of the compressed,swirling air to be presented to the incoming fuel sprays or jets.Normally, injection occurs during, for example, the last 25 ofcrankshaft rotation on the compression stroke, and continues to a pointsuch as 10 past the top dead center position of the piston.

Further objects, in line with my objective of a cylinder constructionwhich has two inlet valve ports, and which thus requires two poppetvalves, are first, provision of two directed inlet ports at spaced apartpoints at which the included angle between the centers of the twodirected ports and the longitudinal axis of the cylinder isapproximately 90 and second, provision of inlet port valves which openthe ports in unison so that inducted air enters as two mutuallyreinforcing swirls of air flow, inducing unidirectional air rotationaround the longitudinal axis of the engine cylinder, from two spacedpoints all at once and functioning in parallel-assist relation.

Another object of the invention is to provide a squish piston in such acylinder as the foregoing one, which piston, as it advances toward thecylinder head, defines therewith a small annular chamber having acircular axis which is substantially in the plane of the head of thepiston. The highly compressed air, in conforming to the annulus,proceeds circumferentially around the chamber along the direction of thecircular axis and at the same time travels in a transverse orbit so asto proceed in helical fashion Patented Aug. 6, 1968 along the circularaxis. The result is biaxial rotation, of which the circumferentialmovement is about the longitudinal axis of the cylinder as a center.

Other objects of my invention are to provide intake valves of recessedvalve construction, and to provide on the respective inlet portscontrolled thereby, back masking to aid in directionalizing initialswirl within the cylinder.

Another object is to provide, on the inlet ports, beveled mouth portionsoriented with respect to one another so that these mouths function asdirected passages to air in directionalizing initial swirl within thecylinder.

My invention provides, for use in controlling and directing inductionair to an engine as above, the improved method including the steps ofstarting swirl, by a back masking feature of the two directed ports, inthe low flow condition during predetermined initial opening movement ofthe simultaneously operated intake valves, before air in two directedintake ducts leading to the respective ports has acquired directionalmomentum therein, and sustaining and augmenting the swirl by the inertiaof fast moving air from the air directing intake ducts, at a time duringthe balance of the open phase of the valve operating cycle wherein theback masking feature declines to inconsequential effectiveness.

It is preferred that the two intake ducts be divisions of a common inletduct or passage which, as viewed in longitudinal cross section, hasconsiderable height compared to the two intake ducts. There is nolongitudinal dividing wall as such. The lower portion of the commonpassage in general feeds the air to the shorter intake duct which leadsto the near port in order of communication with the cylinder; the upperportion feeds the air to the succeeding or second port communicatingwith the cylinder. The arrangement affords, in the first stage ofinduction into the cylinder, an approximately 50-50 contribution toswirl by the respective two ports and, acting in concert as they do, theports produce a sudden, high initial kick to the admitted air charge.

A second stage follows when the valves have been lifted about 20% open,and the inlet passage takes over the direction of the air due to themomentum that the flow acquires therein; during transition, the backmasking effect is reduced to being barely perceptible. At this secondstage, the succeeding port is iadmitting about 70% of theswirl-sustaining air, and the volume of air flow through the near porthas a swirl component contributing less than half that amount,specifically, only about 30% of the swirl. The reason for, and theadvantage of, having the second stage takeover of air direction by meansof a directed passage and ports, is that the recessed valves clear theback masking of the intake v-alve recesses fairly soon after they startopening, and hence the back masking does not appreciably throttle orotherwise interfere with the free, passage-directed, air flow throughthe valves. Such benefit is fairly impossible of achievement with use ofmasked valve structures of prior engines, such structures having an evenmore conspicuous disadvantage of shortness of valve life because theintake valve structures are non-rotatable. The disadvantage is ingeneral contributed to because of using a single passage for two inlets,but the present invention overcomes that general disadvantage.

Further features, objects, and advantages will either be specificallypointed out or become apparent when, for a better understanding of theinvention, reference is made to the following description, taken inconjunction with the accompanying drawings which show a preferredembodiment thereof and in which:

FIGURE 1 is a cross-sectional view, in rear elevation, through the No. 3cylinder (left bank) of a valve-in-head, V8 engine embodying the presentinvention;

FIGURE 2 is a top plan, sectional view of the cylinder taken alongsection lines I I-11 in FIGURE 1;

FIGURE 3 is a sectional, front elevation view of the cylinder, takenalong the section lines IIIIII of FIG- URE 4 for more clearly showingthe intake valves;

FIGURE 4 is a bottom plan view of the cylinder head for the left bank ofthe engine, the section lines IIIIII thereon appearing across the No. 3cylinder;

FIGURE 5 is a view showing the intake valves generally similarly to theFIGURE 3 showing, but being a developed View;

FIGURE 6 is a schematic view of a detail in FIGURE 3, schematicallyillustrating a machining step during manufacture; and

FIGURE 7 is a front elevational view taken along the section linesVII-VII of FIGURE 2 and showing the exhaust valves in the head of thecylinder.

More particularly, in FIGURE 1 of the drawings, a multi-cylinder, V-typeengine cylinder block 10 is shown in section through one of thecylinders 12, typical of the cylinders in the engine. A piston 14 slidesin the cylinder between a retracted, bottom dead center position and anadvanced, top dead center position shown in solid lines in FIGURE 1.

The piston 14 is centrally recessed so as to define with the cylinderhead 32 an annular squish chamber 17. The air is inducted into thecylinder in a manner hereinafter described so as to have swirl in thedirection of the arrows 22 in the portion of a chamber 16, being fromright to left as viewed in FIGURE 1. The advancing piston 14 not onlycompresses the trapped swirling air, but by the time the piston reachesthe top dead center position it will have displaced the air radially andtangentially inwardly into the recess 50 as to proportionally increaseits circumferential angular velocity along the circular axis of theannular chamber. A resulting, intensified helical motion, as indicatedby the arrows 26, results whereby the air orbits about the circular axisof the annular chamber and at the same time revolves about thelongitudinal axis of the chamber, which latter axis coincides with thelongitudinal axis 24 of the cylinder.

For purposes of four valve, four stroke cycle operation of eachcylinder, the head carries two intake valves 18 for the cylinder 12 andtwo exhaust valves, not shown. A lateral exhaust passage 44 in the headreceives discharged exhaust gases and delivers them to a longitudinallydisposed exhaust manifold, not shown, which is bolted to the outer sideof the V.

Multiple jets 28 of fuel are sprayed, by n injector nozzle 30 in thehead, from a path generally along but diverging from a central axis,into the chamber 16 as the piston 12 makes final approach and thenbegins receding at top dead center on the firing stroke. The nozzle 30has a drain line 34 to drain return fuel from the nozzle back to a fueltank, not shown, and the nozzle is supplied through a fuel delivery line36. The fluid is delivered in timed and metered quantities to allnozzles by a common fuel pump, not shown. The nozzle 30 is held in placeby a bolted down clamp 38.

A single air inlet passage for the cylinder has an open back end 46communicating with a common intake manifold 42 located on the inner sideof that cylinder bank of the engine. The passage 40 is curved, extendingat an angle downwardly and across the cylinder at one side thereof andthe flow is controlled by the intake valves 18 therein.

In FIGURES 2 and 3, the inlet passage 40 as shown terminates at theanterior end in an open recess providing a first directed inlet port 50.The valves 18 are recessed in the head 32, the recessing providingadditional end clearance volume whereby the piston can advance to apoint closely approaching the metal of the cylinder head. The recess forthe port 50 has a bevel 48 formed on the swirl side of the dischargingmouth of the port 50.

The inlet passage 40 has an open recess intermediate its ends providinga second directed port 56 for inlet air to the cylinder, and the valverecess has a bevel 54 on the swirl side of the discharging mouth of theport 56.

As best seen in FIGURE 2, an outer side wall portion of the passage 40and a corresponding outer side point of the port 50 are substantiallytangent to the cylinder 12, and a similarly arranged side wall portion58 of the passage 40 and a side point of the second port 56 aresubstantially tangent to the cylinder at the same side with the firstport. As will be understood by those skilled in the art, the port 50 isnot a so-called high swirl port, but is a directed port which requiresthe cylinder wall 12 in addition to the directed passage 40 to produceproper swirl about the axis 24 of the cylinder. On the other hand, theportion of the passage 40 intermediate its ends is preferably formedwith its lower portion in a modified cork screw design so that thesecond directed port 56 is selfsufficient and delivers an air flowalready spiralling about the axis of its valve 18 before dischargingthrough the second port 56.

Air follows the path of the arrow 64 upstream of the port 50 and has theswirling motion indicated by the arrows 66 upon being emitted from theport. Air has the flow indicated by the arrows upstream of the secondport 56 and follows the swirling direction indicated by the arrows 62upon being emitted from the port. The first and second ports 50 and 56are defined by hardened valve seat inserts 68 received in the valverecesses so as to be offset inwardly from the mouth.

In the underside view of the cylinder head 32 as shown in FIGURE 4, thebevels 48 and 54 of the respective first and second ports define theswirl sides and are oriented at right angles each to the tangent pointof the associated port to the cylinder 12 and to one another, so as toimpart unidirectional fiow following the cylinder wall about the centralcylinder axis 24.

In FIGURE 5, the helical passage 40, as schematically shown in developedview, has substantially constant downward angularity for stabilizing thedirected flow. The inner surface of the top portion of the passage wallis diagonally related to the piston motion, i.e., making helical angle Awith respect to a line parallel to the axis of the helix. The innersurface of the bottom wall portion leading to the second port makes ahelical angle B and the inner surface of the bottom wall portion of thepassage leading to the first port makes a helical angle C. These anglesare about the same, and cannot be excessive or else the directed portswill fail to yield optimum results.

The valves 18 are operated in unison by intake cams on a cam shaft 77appearing in FIGURE 1. They have valve rotators which are conventionaland are not shown. During predetermined initial intake valve actuation,at a time when the air in the passage 40 is at manifold pressure but iscomparatively static, suction in the cylinder 12 causes the air nearestthe valves 18 to be inducted from the passage 40 in a swirling fashionaccording to the direction indicated by arrows in FIGURE 5. Therespective bevels 48 and 54 allow the air to be introduced only from theswirl side of the inlet ports and so the air, as soon as it beginsentering, has a common direction of revolution about the cylinder axis.Such preferential guiding of the air from the recessed side of the portsis necessary only until air in the passage 40 develops flow momentum,and after the valves have advanced from the solid line position into thebroken line position 18a so as to clear the recess, the air is beingflowdirected through the directed ports.

In FIGURE 6, after the final machining operation the valve seat insert68, adapted to occupy the position indicated in phantom lines, ispressed into that position in the cylinder head 32. Theretofore, finalmachining is accomplished by bringing in a beveling tool 70 along anaxis 72 eccentric to the valve axis 74 so as to be on the swirl sidethereof. Thus, the generally cylindrical recessing 76 acquires a bevelshape on its anterior side only, leaving back masking 78 on theanti-swirl side and on the intervening portions adjoining the anteriorside.

In FIGURE 7, the exhaust valves 20 are shown lifted from the exhaustvalve ports 80. The valves 20 likewise operate from a recessed position,and the recesses are seen to be beveled at 82 at all points around themouth of the port 80. Uninterrupted beveling in this manner isaccomplished by causing the tool 70, not shown, to be applied directlyconcentric to the valve guide axis and is the conventional way offorming the mouth of an exhaust valve seat. In the general case, theformation facilitates the handling of gases, the exhaust gas followingthe path indicated by the arrows in FIGURE 7.

A range found satisfactory for the helical angles of the various innersurfaces of the intake duct 40 is from about 45 to about 75, but eachangle preferably is at least approximately 65.

Following is an example of specifications for the foregoing engineinduction system:

swirl. Valve lift 0.4 inch. Helix angle A 71. Helix angle B 67. Helixangle C 7l /2.

Cylinder head Recess bevels Grey iron casting. Angle of 40 /z to planeof port. Offset of cutting tool axis 0.150 inch. Axial depth of bevel0.1360.144 inch. Cylinder bore 5 Angle of cylinder block---" 90 v.

Variations within the spirit and scope of the inventions described areequally comprehended by the foregoing description.

What is claimed is:

1. In an engine having a swirl-fed cylinder:

a cylinder head therefor having a single air inlet passage for saidcylinder, said passage having an open back end spaced apart laterallyfrom said cylinder and extending at an angle downwardly and across saidcyinder at one side thereof, and terminating at the anterior end in anopen recess providing a first directed port for said cylinder, saidpassage and said port being adjacent the side wall of said cylinder, andarranged with an outer side wall of the passage and an outer side pointof the port being substantially tangent to the cylinder;

said passage having an open recess intermediate its ends providing asecond directed port for said cylinder and similarly arranged with aside wall of the passage and a side point of the second port beingsubstantially tangent to the cylinder; and

simultaneously actuated, recessed valves associated with the respectiverecess for controlling the first and second ports in unison;

each recess having a beveled anterior portion and a back-masked portionand cooperating with the associated valve whereby during the progress ofthe intake valve actuation, the main stage of air induction, as a resultof flow momentum through the passage and directed ports in a swirlproducing direction, is preceded by a first stage of air enteringthrough the valves and expanding into the cylinder, likewise in saiddirection but solely as guided by the anterior beveled and back-maskedportions of the recesses.

2. In an engine having a swirl-fed cylinder:

a cylinder head therefor having a single air inlet passage for saidcylinder, said passage having an open back end spaced apart laterallyfrom said cylinder and extending at an angle downwardly and across saidcylinder at one side thereof, and terminating at the anterior end in anopen recess providing a first directed port for said cylinder, saidpassage and said port being adjacent the side wall of said cylinder, andarranged with an outer side wall of the passage and an outer side pointof the port being substantially tangent to the cylinder;

said angle comprising a helix angle of at least approximately saidpassage having an open recess intermediate its ends providing a seconddirected port for said cylinder, and similarly arranged with a side wallof the passage and a side point of the second port being substantiallytangent to the cylinder at the same side with the first port; and

simultaneously actuated valves associated with the respective recessesfor controlling the first and second ports in unison;

each recess having a beveled anterior portion and a back-masked portionand coperating with the associated valve whereby, during the progress ofthe intake valve actuation, the main stage of air induction, as a resultof flow momentum through the passage and directed ports in a swirlproducing direction, is preceded by a first stage of air enteringthrough the valves and expanding into the cylinder, likewise in saiddirection but solely as guided by the anterior beveled and back-maskedportions of the respective recesses.

3. The invention of claim 2, wherein said firs-t stage terminates whenthe valves are lifted clear of the recesses.

4. The invention of claim 3, characterized by said recesses beingarranged such that the valves lift clear and the main induction stagecommences when about 20% of the total valve lift is reached.

5. The invention of claim 3, characterized by said ports contributingabout equally in producing swirl in the cylinder during the firstinduction stage.

6. The invention of claim 5, further characterized by said passage andports being of a size, angularity, and arrangement, such that therespective first and second ports contribute on an approximately -30%basis in sustaining swirl in the cylinder during the main inductionstage.

7. The invention of claim 3, characterized by each recess initiallybeing fully masked, and the beveled portion being formed by discreetrelief of only the anterior portion of each recess.

8. The invention of claim 2, characterized by the angle between therecesses and the center line of the cylinder being approximately a rightangle, each of the beveled anterior portions being oriented with respectto its associated recess so as to lie at approximately right angles tothe aforesaid side point of the associated port, and extending atapproximately right angles to the orientation of the other beveledanterior portion.

9. In a swirl aspirated engine, the combination with the cylinder, of

a movable piston therein having a recess in the head, and advanceable toa point compressing the inducted air in the cylinder into a biaxiallyrotating mass in a squish chamber defined by the piston head recess anda confronting cylinder head;

said cylinder head being secured to, and having a single air inletpassage for, said cylinder, said passage having an open back end spacedapart lateral- 1y from said cylinder and extending at an angledownwardly and across said cylinder at one side thereof, and terminatingat the anterior end in an open recess providing a first directed portfor said cylinder, said passage and said port being adjacent the sidewall of said cylinder, and arranged with an outer side wall of thepassage and an outer side point of the port being substantially tangetto the cylinder;

the downward angle of said passage, as viewed in developed sideelevation, being substantially constant throughout the length of thepassage and being on at least a 65 diagonal to the piston motion; saidpassage having an open recess intermediate its ends providing a seconddirected port for said cylinder, and similarly arranged with a side wallof the passage and a side point of the second, port being substantiallytangent to the cylinder at the same side with the first port; and

simultaneously actuated valves associated with the respective recessesfor controlling the first and second ports in unison;

each recess having a beveled anterior portion and a back-masked portionand cooperating with the associated valve whereby, during the progressof the intake valve actuation, the main stage of air induction, as aresult of flow momentum through the passage and directed ports in aswirl producing direction, is preceded by a first stage of air enteringpast said valves and expanding into the cylinder, likewise in saiddirection but solely as guided by the anterior beveled and back-maskedportions of the respective recesses.

10. In the introduction of swirl fed fluid from two separate pointsdefined by two intake-valve-controlled ports of a single head passage,into a chamber contained by a mechanism, said mechanism including anelement in the chamber which, when the mechanism is turned, recedes withrespect to the head passage to enlarge the chamber,

improved two-stage operation of conducting fluid through the singlepassage and intake valves, so as to feed the enlarging chambersimultaneously from both of the ports, all while turning the mechanismso as to cause said element to recede, which operation accomplishes thesuccessive stage of:

first simultaneous induction of the fluid through the valved ports andinto the chamber, by emitting the fluids so as to direct approximately50% of the swirl sustaining component of the flow of the passage fluid,from a first one of the two ports and by emitting so as to direct thebalance of the swirl sustaining component from the immediately nextsuccessive, terminal one of the ports, solely during predeterminedinitial intake valve actuation; and final simultaneous induction of thefluid by emitting so as to direct aproximately 30% of the swirlsustaining component of the flow of the passage fluid from said firstport, and by emitting so as to direct the balance of the swirlsustaining component from said immediately next successive terminalport, as caused solely due to fluid momentum resulting from flow in thesingle passage, and solely during the final intake valve actuationproviding main induction.

References Cited UNITED STATES PATENTS 1,733,696 10/1929 Ricardo 12330.22,001,358 5/1935 Guernsey 123--32 2,318,914 5/1943 Anderson et al.12330.2 3,074,389 1/1963 Lilly 123-191 3,125,075 3/1964 Wittek 123-188XR FOREIGN PATENTS 1,133,180 7/1962 Germany.

587,276 4/1947 Great Britain. 868,525 5/1961 Great Britain. 904,5738/1962 Great Britain. 421,116 5/1947 Italy.

WENDELL E. BURNS, Primary Examiner.

